Car truck



Oct; 6, 1936. w a STOUT ET AL v 2,056,219

CAR TRUCK Filed Sept. 2. 1933 r 9 Sheets-Sheei l Oct. 6, 1936. w. B. STOUT ET-AL CAR TRUCK Filed Sept. 2, 1933 9 Sheets-Shem 2 Oct. 6, 1936. w. B. STOUT ET AL CAR TRUCK Filed Sept. 2, 1933 9 Sheets-Sheet 3 276/ v William J3. S w

.Oct. 6, 1936. w STOUT ET AL $056,219

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Oct. 6, 1936. w. B. STOUT El AL CAR TRUCK Fil ed Sept. 2. 1953 0d. a, 1936. w B, ST T ET AL 2,056,219

CAR TRUCK Filed Sept. 2, 1933 9 Sheets-Sheet 6 Oct. 6, 1936.

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N ENN Patented Oct. 6, 1936 UNITED STATES 2,056,219 can 'rnucx William B. 'Stout and Evan B. Wright, Detroit, Mich., assignors to Pullman-Standard Car Manufacturing Company, a corporation of Delaware Application September 2, 1933, Serial No. 688,002

30 Claims. (Cl. 105-119) First: By using tubes for all structural members and welding for all joints, whereby the metal is used to the greatest advantage and heavy joint 15 fittings and localizedstrains are obviated, and

the whole body is made one coordinate entity;

and

Second: The motors and other weighty elements of the operating mechanism are mounted close 20 to the rails and the parts-to be driven or stopped,

whereby the body, the center bearing, the. side bearings, and all other parts in the line of force transmission, are relieved of much strain and may be made correspondingly lighter.

25 Being lighter, less power can handle the car as well as its best predecessor but, in addition, the air resistance (which increases rapidly with the speed, other things remaining the same) is tempered by lowering the car and reducing or 30 eliminating suction areas, vortexes or whirls and reverse turbine effects between all parts of the car, the track and other stationary objects, whereby the speed can be increased out of all proportion to the power and speed of the past.

35 The greater speed increases the transverse component of all wind resistance (and with conventional forms would increase the resultant suction effects) and there would be greater tendency to overturning which the lighter weight would be less able to resist, but for the fact that the wind is passed easily and smoothly under and over the car and the fiat upright surfaces are reduced to a minimum, whereby the pressure on 45 the leeward side is kept close to that on the windward side.

More specifically, it'is among the objects of this invention to provide a car truck that will be suitable for use in a high speed, light-weight 50 rail car; that can be changed from a trailer truck to a driving truck with little modification; that is much lighter in weight than conventional car trucks, but fully capable of carrying its load;

- that normally tends to maintain itself in ,aline- 55 ment with the car body; and that absorbs the greater part of the impact loads andnoises set up by the truck moving along a track.

Further and other objects and advantages will become apparent as the disclosure proceeds and the description is read in conjunction with the accompanying drawings, in which:

Fig. 1 is a. diagrammatic, perspective view showing the general organization 01 a car made in accordance with this invention;

Fig. 2 is a perspective view of the front truck;

Fig. 3 is a perspective view of the rear truck;

Fig. 4 is a perspective view of the space framework which constitutes the rear truck frame;

Fig. 5 is a fragmentary, perspective view illustrating the slight modification necessary to enable a driving motor to be mounted on the truck frame;

Fig'. 6 is a. perspective view of one oi the welded tube joints;

Fig. 7 illustrates the means for mounting one of the driving engines on the car truck;

Fig. 8 is a sectional view showing the rear motor supports;

Fig. 9 is a side elevational view of the front truck, showing particularly the relationship of the front and rear motor supports;

Fig. 9a illustrates a modified form of rear motor support;

Fig. 10 is a transverse, sectional view showing a preferred form of the swing bolster assembly; Fig. 11 is a plan view of the swing bolster assembly with the car body removed;

Fig. 12 is an end elevational view, though partly in section, showing the bolster supported on the spring hangers; I 5

Fig. 13 is an exploded perspective view of the center bearing assembly;

Figs. 14, 15, and 16 illustrate a modification oi, the swing bolster assembly, the views corresponding to Figs. 10, 11, and 12 of the preferred form;

Figs. 17 and 18 illustrate a further modification of the swing bolster assembly;

Fig. 19 is a sectional view taken through the worm gear casing, the section being taken on the line 19-49 of Fig. 20;

Fig. '20 is a vertical sectional view taken through the worm gear casing, the section being taken on the line 20-20 of Fig. 19;

Fig. 21 is a side, elevational view of the brake mechanism carried at diametrical endsoi the axles;

Fig. 22 is a. sectional view taken on the line 22-22 of Fig. 21.

At the outset, it should be understood that the selection of certain preferred and modified forms of the invention for illustration and description is merely for the purpose of disclosure, for the invention may be variously embodied within the scope of the appended claims. Limitations, therefore, are not to be read into the claims unless required by the prior art.

General organization (Fig. 1)

The body is supported by a front truck 52 and a rear truck 53, the former having internal combustion engines 54 and 55 mounted outboard on opposite sides of the truck. The front truck includes wheeled axles 56 and 51, diagonally opposite ends of which are driven by the motors 54 and 55. That is, the axle 56 is driven from one end by the motor 55 at one side of the truck and the axle 5! is also driven from one end by the motor 54 at the opposite side of the truck. The undriven ends of the axles SSS-and 5? are equipped with brake operating mechanisms; generally indicated at 58.

The rear truck 53 includes wheeled axles 5t and 68, each of which are braked by mechanism corresponding to the mechanism 58 of the front truck.

The driving motors are preferably either gasoline or Diesel engines, and each has a horsepower rating of 160 or more,the exact rating, of course, being dependent on the performance desired.

, The axles of both front and rear trucks are equipped with what may be termed resilient wheels, and this term is intended to include all forms of wheels which are inherently resilient either by the interposition of rubber under shear, pneumatic tires, springs, or by any other means.

The car body rests upon swing bolsters GI and 62 of the front and rear trucks, respectively, and, preferably, the bolsters are equipped with cantilever springs 63 which are shackled to swing hangers 64 pivotally suspended from the truck frames.

The truck frames of each truck are fabricated of metal tubing welded together in such manner as to produce space frameworks of necessary strength, and at the four corners of each frame, a leaf spring 65 projects toward the adjacent axle where it connects to a.journal 66. The point of connection between the projecting spring and the journal, is underslung with respect to the axles.

Driving and braking forces applied to the car axles are transmitted to the truck frames by radius rod 61. Other radius arms 68 which connect the worm gearcasing 69 to a fixed point on .the car truck,in this case, the transmission housing I0,take the thrust of the driving warm. Braking forces are resisted by torque arms II which connect the brake housing 12 to the truck frame.

The car body, it will be seen, is elongated and hasa tapering blunt nose and tail to reduce wind resistance. The outer surface of the car consists of smooth broad curves well blended together to produce a graceful appearance and at the same time directing the air currents around the car with minimum efiort. The windows 13 are flush with the outer skin, and are made stationary as it is contemplated that a forced-system of ventilation will be used.

The bottom of the car is uninterrupted in outline except for the wheels of the truck which project through the metal skin enveloping the body framework.

Truck frames The front and rear truck frames H0 and III, respectively, are substantially identical, the principal difference between the two being that the former, in addition to being made of heavier gauge tubing, is provided with the necessary outrigging for supporting the driving motors. Since the two frames are so nearly alike only one will be described in detail, and corresponding elements will be identified in the drawings by like reference characters.

The rear truck frame II I, which is best shown in Fig. 3, comprises a space framework made up of a plurality of metal tubes, preferably of steel. arranged to resist the forces which act upon the truck, and having their intersecting ends welded together to form a rigid unitary structure.

At the four corners of the framework are spring housings H2, each of which consists of a bellshaped casting that is welded into the space framework. Integrally cast upon the upper portion of the housings arespaced lugs H3, which are adapted to receive pins H4, for securing the inner ends of the radius rods 6'! to the truck frame.

The open end of each bell housing H2 faces toward the adjacent axle, and is adapted to re ceive the semi-elliptical springs which are shackled in the housings by bolts I I5, which pass through suitable reinforced apertures at the rear of the housings. The housing H2, instead of being cast, may be built up by welding steel plates together of appropriate size and form.

The four spring housings are joined together -by transverse, tubular members H6 and HT and H8 and H52, respectively, and by longitudinal tubular members I26 and I2I, each of these tubular members being securely welded to the spring housings. v

Since the bolster 52 must be capable of swinging laterally, swing hanger bearings I22 and I23 are provided which preferably are somewhat above the tops of the spring housings H2. The bearings are in alinement with the side trusswork and connect with the spring housings by tubular members I24 and I25, and I25 and I21, respectively. Suitable vertical and horizontal tubular trusswork join the sides and ends of theframe so that the necessary strength and rigidity is obtained. It will be noted, however, that this trusswork is carried inwardly and downwardly from the swing hanger bearings I22 and I23 in such manner that suitable clearance is allowed for-the lateral movement of the swing bolster 62.

Whenever there is need for a particularly strong joint in the truck framework, the intersecting tubes are slit as shown in Fig. 6 to receive a reinforcing plate or gusset 92' which is then welded to the tubes as indicated at 93, after which the tubes themselves are welded together as indicated at 94'.

The swing hanger bearings I22 and I23 are flanked by bearing disks I29 which telescope over the bearings I22 and I23 and are welded to gusset plates I which constitute a part of the adjacent joints.

The forces which act upon the truck framework create a rather large shearing stress between the spring housings and the connecting cross members H6, H1, H8, and H0. Tocounteract this stress, ribs I3I are welded to the inner sides of the housings and the connecting cross members, and in order to prevent the ribs from buckling, plates I32 are welded at right angles to the ribs between the upper and lower transverse cross members I I1, H6, H9, and H8, respectively. All radius rods, torque arms and the like, used on the truck frames, are preferably equipped with rubber bushings to reduce noise and cushion shock. j

It has previously been stated that the brake mechanism is applied to diagonally opposite ends of the truck axles and that a torque arm II connects the brake housing I2 to the truck frame to prevent the latter from rotating on the axle. Since the brake mechanism is mounted on the exterior of the car wheels, it is necessary to provide an outrigger I for taking the thrust of the torque arm II. I

In the present embodiment of the invention, the outrigging consists of two parallel tubular members I33 and I34 welded to the exterior of the spring housings which are adjacent to the wheels carrying the brake mechanism. The ends of the tubes I33 and I34 are connected by a reinforced plate I35 which is provided with lugs I36 adapted to receive a retaining pin Iillv for securing the torque arm II to the outrigging.

The tubes I33 and I34 are trussed vertically by a tube I30, and a reinforcing construction I39 similar to that on the interior faces of the housings H2 is provided to counteract the shearing stress. A horizontal tubular truss member I40 is welded to, and extends between, the tube I33 and the tube I2I, the intersection being directly be neath the bearing disk I20 nearest to the outrigging. A similar truss member I40' connects the tube I34 to the same joint.

Engine mounting Except for the use of heavier gauge tubing, the rear truck requires little modification to enable it to carry driving engines. The outrigging I4I remains the same except that the plate I35,

Fig. 3, is replaced by a built-up box-like structure I42 (Figs. 5, 7, and 9) which has reinforced apertures I43, in its side walls through which the retaining pin I3'I of the torque arm 'II passes. The point of attachment for the torque armbeing slightly lower than it is shown in Fig. 3, it results that the brake' housing I2 is rotated slightly more to the left in the front truck than it is in the rear truck.

Each driving motor is supported on the truck frame by three attachments, one being directly beneath the flywheel, a second being at the front of the motor, and a third being a connection between the upper part of the truck frame and the flywheel housing. (See Figs. '1, 8, and 9).

The rear motor support, which engages the bottom of the flywheel housing,- requires a. second outrigging I44 which consists of tubes I45 and I46, the former projecting substantially horizontally at right angles from the longitudinal frame member I2I so as to bring the rear point of support for the motor directly opposite the vertical tube I41 which takes parts of the downward-thrust from the swing hanger bearing I23.

Vertical truss tubes I46,= I40, and I50 flx the vertical position of the stub bearing I5I which is rigidly welded to the ends of the tubes I45, I46, and I49.

The stub bearing I5I consists of a short piece indicated at I53. A collar I54 telescopes over the stub bearing and takes the inward thrust on the outrig I44.

A rubber bushing I55, lined on both inside and outside with metallic sleeves, fits over the end of the stub bearing I5I, and is secured in place by a bolt I56, assisted by awasher I51, the former screwing into the tapped hole I53 in. the end of the stub bearing.

On the bottom of the flywheel casing I50 is a bracket I59, which is securedto the casing by bolts I60. The bracket has welded to its underside a sleeve I6I, which is adapted to have a tight fit over the bushing I55, thus giving the motor a resilient lower support.

The front motor support consists of a pillow block or trunnion bearing I62, that is secured to the top of the housing I42 by bolts or equivalent means. The block has a circular recess I63 (see Fig. 7), adapted to receive a collar I64 of The clevis has a horizontal cylindrical portion I69, fitted with a resilient bushing I10, similar to the bushing I55'of the lower motor support, and a bolt or retaining pin I'II, passing through upstanding ears I12 on the truck frame, rigidly secures the'clevis to the frame. The clevis lies in substantially the same vertical plane which includes thelower motor support and the tubular members I45, I41, I40, I49, and I50.

An alternate arrangement for the rear motor support is shown in Fig. 9a. In this casetwo cylinders, at right angles to one another, are carried by the bracket I50, andeach is equipped with a rubber bushing. This arrangement simulates a universal joint and has corresponding advantages. Resilient wheel Every time a car truck passes over a rail joint, an impact is delivered to the truck which may be several times the normal load. Ordinarily this necessitates understructure designed to take the additional load, and in order for this to'be done, the structure must be proportionately heavier.

Engineers for some time past have endeavored to develop a resilient wheel which-would make car riding more comfortable and less noisy. All manner of devices have been used to introduce the desired resiliency in the car wheel, but they have failed for some reason or other. Whenever rubber was used, it was found that the continual distortion of the rubber generated so much 165 It has recently been discovered that rubber and comprises a web I00 and a hub "I. A

hardened steel tire I62 having a depending flange I83 is placed over the web with an annulus I64 ly shouldered, as indicated at I85 to support the of high grade rubber interposed between the flange I83 and the wheel web. The web is slightweb, and the two annuli are then compressed against the web by applying pressure to a hard metal rim I81 which is then locked in place by aring I88 which'seats within a suitable groove in the wheel tire. The inner surface of the wheel tire does not contact with the wheel web so that the entire load of the car on the wheel is .transmitted from the wheel web I88 to the tire I82 through annuli I84 and I86 which are continually under shear.

By using resilient wheels, in place of the ordinary solid wheels, the fabrication of a light-. weight car truck from metal tubing becomes feasible.

Axle drive The automatic transmission assembly preferably has three speeds forward and one for reverse, the first two forward speeds acting as free wheeling units. The transmission is entirely automatic in operation, and is made in accordance with the disclosures of United States Patents Nos. 1,843,193, 1,843,194, and 1,843,195, issued February 2nd, 1932, and Patent No. 1,851,146, issued March 29th, 1932.

The great advantage which arises from using automatic transmissions in combination with the general truck organization is that it is unnecessary to carry gear shift connections from the transmission to the motormans cab the front of the car body. The gears are shifted automatically by manipulation of the engine throttles.

The driving connections between. the motors and the car axles may, of course, assume various 'forms, but in the present embodiment of the invention a worm drive is employed. The drive shaft I9i is equipped with universal joints E86 and- I 98', and has a hollow hub extension 256 (Fig. 19) that is splined to a shaft 25E, and held in place by a nut 264. The shaft 25l carries a worm 252, and is suitably journaled at 253 and 254 in the gear casing 69. Relative horizontal and vertical movement between the gear casing and the driving motor is taken up by the universal joints.

The axle 56 (Fig. 20) is tubular in form,as are, the other axles,and it has a stub axle 255 driven into its outer end. The stub axle is cored out, as indicated at 256, to prevent localization of strain and reduce weight, but suflicient body is left to it so that it adequately reinforces the axle where the wheel hub I8I is shrunk over the end of the axle.

The projecting end 251 of the stub axle is carefully machined to a taper, and carries a steel hub 258; which is held fixed with respect to the extension by a key I59 and a retaining nut 264. A bronze worm gear 260 is secured by bolts 26I to the exterior of the hub, ,2, 58, and is adapt- 1 ed to mesh with the worm 252;. I

The weight of the gear casing and its assoo'iated parts iscarried by the axle extension 251 on roller bearings 262 and 263, one being on each side of the wormgear 268 and both having their *innerfaces' sleeved over the hub 258.

The driving and braking torque transmitted throughthe worm to the gear case 69 is counteracted-by the torque rod 68. which extends between the gear case and the transmission hous- Preferably the stub axle 255 extends inwardly slightly beyond the journal 66, in order to reinforce the tubular axle at the point where the truck load is carried.

Brakes In Figs. 21 and 22 details of the brake mechanism 58 are shown. For the purpose of disclosure let it, be assumed that the tubular axle, shown in Figs. 21 and 22, is the rear axle 60 of v the trailer truck III, although the brake mech- 4 bolts 210 to the exterior of the wheel web I86.

The same bolts secure a collector ring 2' to the interior face of the wheel web. The purpose of the collector ring is to enable the car to automatically operate railway crossing signals by supplying suiilcient potential from a source carried by the car to break down the contact resistance between the wheels and the track. The brush 292 (Figs. 2 and 3) which supplies potential to the collector ring is supported by the stud 2l2, projecting outwardly from the journal 66 (Fig. 22), and the metallic connection between the wheel tire 82 and the web E86 is established by the conductor 258.

The axle to has a tubular extension H5, which has a tight with the axle. The extension not only furnishes a stub axle upon which the brake housing it may be mounted, but in addi tion it reinforces the axle in the vicinity of the journal 65; The axle further reinforced against the crushing force or" the wheel by the insertion of a plug at the point where the wheel hub is shrunk upon the axle."-

The brake housing is equipped with roller bearings Zi'l and. 218 which are adapted to support the brake housing on the axle extension and per mit their relative rotation. A suitable retaining nut 2T9 holds the housing on the axle. In the present embodiment of the invention, four cast iron brake shoes 288 are mounted within the brake drum I and have arms 28I which are pivoted at.282 to the brake housing, as will be seen in Fig. 21. The arms 28E of adjacent shoes are offset and overlap one another so that one by allowing air or other fluid to enter an air cylinder I96 which forces opposed push rods 285 and 286 from the cylinder, which in turn rock arms I91, and I98. -The arms are splined upon shafts 281 and 288 extending parallel to the car axle, and cams 283 and 284 are mounted on their inner ends respectively so that, upon forcing the push rods 285 and 286 outwardly the double cam 'faces of the cams 283 and 284 act to force the brake shoes 286 against the interior of the brake drum I95 and thus frictionally bring the car to a stop.

Suitable coil springs 289 extending between the brake shoes and the brake housing assist in re- 76 ,Swing bolster assembly The preferred form of the swing bolster assembly is best shown in Figs. 10 through 13, inclusive, although reference to Figs. 1, 2, and 3 may be of assistance. As the assemblies are the same for both front and rear trucks, it will only be necessary to describe one in detail.

The bolster 6| comprises a hollow casting 300 having an enlarged centralportion 30I provided with circular depressions 2 I S and 216 on its upper and lower faces, respectively. .The dividing wall 2" between the two depressions forms an' annular ledge which is substantially half way between the top and bottom walls of the bolster. The inner margin of the ledge is enlarged, as indicated at 2l0 to form a wearing surface for the center bearing assembly.

The bottom wall 302 of the bolster is joined to the top wall 303 by an intermediate vertical wall 304 leaving suitable openings at the bottom of the bolster for inserting the springs 63 at each end thereof.

Two quarter-elliptical springs are mounted in the recesses at the ends of the bolster and are clamped in place by bolts 2! which draw retaining plates 2 tightly against the bottoms of the springs.

The bolster is cored out wherever possible as, for example at 305, to reduce weight. The ends of the bolster are slightly enlarged to receive arcuate chrome-plated steel plates 233, which cooperate with the side bearings 230 on the car body. The plates 233 are suitably spaced from the bolsters by shims 306.

The ends of the spring 63 are provided with double eyelets 301 adapted to engage a bolt 2I2 which joins adjacent arms 2I3 of the spring hanger 64. In case the bottom leaf of the spring breaks, the adjacent leaf will support the spring on the spring hanger.

Each of the spring hangers 64 consists of a casting having depending arms 2 l3 through the ends of which the bolt 212 is adapted to pass. The two springs suspended from each hanger are separated by a spacer 308 telescoped on the bolt.

The upper ends of the spring hangers 64 are bifurcated and are adapted to be pivotally clamped to the bearings I22 and I23 by bearing caps 36!. Rubber bushings 2|4 interposed between the swing hanger bearings and the, tubular bearing supports I22 and I23 resist side sway of the car body by being placed in shearing strain.

The bushings are enlarged as indicated at 3! to bear against the disks I29 and cushion the truck frame from side thrusts.

The extreme ends 3 of the bolster are so spaced with reference to the springs 63 that ywhen the 'car body tilts one way or the other beyond a given angle the end of the bolster forms a new fulcrum for the springs with shorter leverage. arrangement assistsin preserving the life of the springs.

The belts 2I2, which connect the arms 2I3 of the swing hanger casting. are fitted with Oilite" bushings, so that properlubrication is provided for the ends of the spring.

Lateral travel of the swing bolster is limited by cables 42!, which extend between the cable anchors 421 on the bottom of the bolster and adjacent joints on. the truck frame.

Center bearing ,In conventional center bearing constructions, the car truck is swiveled to the bod by a center pin which passes through the body bolster and the truck bolster, and the weight of the body is carried by some kind of an anti-friction device that is interposed between the truck and body center plates. In the present invention, there is no body bolster, but instead, the center pin passes through a collar I09 welded into the understructure of the car body. and through a semi-floating truck center plate which is adapted to absorb much of the vibration and noise that is ordinarily transmitted from the ;truck to the car body.

The center bearing assembly is in Figs. 10 and 13 and comprises essentially a body center plate 3I2, a truck center plate 22I,

two rubber annuli 2|! and 220, a retaining cap 223 and a center pin 222 which receives a nut 224 on its lower end.

The collar III! which is provided with laterally extending reinforcing ribs IIO' has a round bottom face 3I3 which is flanked by a downwardly extending flange 3. 'At one or more points on the flange 3", a lug M5 is provided which is adapted to engage a cut-away portion 3I6 in the body center plate 3I2. The outside diameter of the body center plate corresponds to the inner diameter of the flange 3 so that the former fits snugly within the bottom of the collar I09 and is held against rotation by the lug or lugs 3l5. Shims 3l|- are provided for adjusting the height of the car body with reference to the truck bolster, as this is necessary to enable the side bearings 230 to function properly.

The truck center plate 22I is more or less mushroom shaped and has a flange 3I8 adjacent its top which is adapted to seat upon the rubber annulus 2|! in the top cavity M5. The shank 3I9 of the center plate extends through the opening 320 in the truck bolster, but normally does not contact with the'wear surface H8. The truck center plate is clampedin place by retaining cap 223 which engages the underside of the annulus 220 and forces it against the annular ledge '2". A nut 224 which screws upon the center pin 222 holds the parts in assembled relation. I

The customary use of rolleror ball bearings between the truck and center plates is rendered unnecessary in the present constructionz. first,

because the car body is extremely light-weight:

best shown helical surfaces, as shown most clearly in Fig. 13,

in order to normally maintain the car truck in alinement with the car body. When a car is travelling at high speeds, there is a tendency for the truck to weave in and out between the rails of the track, thereby causing dangerv of derailment and wear on the wheel flanges. By providing the mating faces of the truck and body center plates with complementary surfaces, as shown in Fig. 13, any tendency of the truck to turn with reference to the car body is resisted by the weight of the car, for any relative rotation between the truck and the body slightly lifts the latter and is opposed by gravity.

The truck center plate 2 which is resiliently supported by the annulus 2|! is capable'of limited movement from its normal vertical axis and is fully insulated from the car truck'against the noise and shock. The lower annulus 220 absorbs the rebound.

Modified swing bolster assemblies equipped at each end with a single quarter-el-- liptical cantilever spring 336 which in turn is supported by the swing hangers 33L The center bearing assembly 'is substantially the same as shown in Figs. 1416 inclusive.

Side bearings The bolsters GI and 62 are each equipped at .their ends with side bearings generally designated 230 which consist essentially of a side bearing bracket 2: securely welded to the body framework, and which carries on its underface a rubber backedplate 232 of self-lubricating material which is adapted to slide upon a chromefinished wear plate 233 carried at the end of the bolster.

The side bearings, it will be understood, limit side sway of the car body with respect to the car trucks.

We claim:

l. A car truckcomprlsinga truck frame, a pair of wheeled axles, journals for supporting the frame on the axles, driving engines mounted outboard on opposite sides of the frame for driving diagonally opposite ends of the axles, and radius rods between the journals and the truck frame.

2. A car truck comprising a truck frame, a

pair of wheeled axles, journals for suspending the truck frame from the axles with the points of support beneath the said journals, driving engines mounted outboard on opposite sides of the frame for driving diagonally opposite ends of the 1 axles, and radius rods extending from the jourrials to the truck frame.

3. A car truck comprising a truck frame, a pair of wheeled axles the distance between which is greater than the length of the truck frame, leaf springs projecting from the four corners of the frame outwardly toward the adjacent axles, journals for supporting the leaf springs on the axles, a truck bolster, and means for resiliently supporting the bolster on the truck frame.

4. A car truck comprising a. truck frame, a pair of wheeled axles the distance between which is greater than the length of the truck frame,'

leaf springs secured to and projecting from the four corners of the frame outwardly toward the adjacent axles, journals for supporting the leaf springs on the axles, a truck bolster, swing hang-' ers at the sides of the truck frame, and means for supporting the bolster on the said hangers.

5. A car truck comprising a pair of wheeled 4 axles, a truck frame of less length than the distance between said axles, leaf springs projecting from the four corners of the frame outwardly toward the adjacent axles, journals for supporting the leaf springs on the axles, a truck bolster, and leaf springs for supporting the bolster on the truck frame.

6. A car truck comprising a pair of wheeled axles, a truck frame of less length than the dison said frame outside the gauge line of the adjacent wheels, a driving connection between the motor and one of the axles, said connection including a worm gear on he axle, and a worm in mesh with the gear, a second driving motor mounted on the other side of the frame outside of the gauge line of the adjacent wheels, a driving connection between the motor and another of said axles, said last-named connection including a worm gear on the axle and a worm in mesh with the gear.

8. In a car truck, a truck frame, wheeled axles supporting the frame, a driving motor mounted on said frame outside the gauge line of the adjacent wheels, means for driving one of the axles from said motor, a second motor mounted on the opposite side of the frame, means for driving another axle from said last-named -motor, said means including worm gears keyed to the ends of the axles and worms in mesh with the gears.

9. In a car truck, a truck frame, wheeled axles supporting the frame, a driving motor mounted on said frame outside the gauge line of the adjacent wheels, means for driving one of the axles from said motor, said means includin a worm gear keyed to the end of the axle, a worm in mesh with the gear, a gear casing having journals for supporting the worm, bearings on opposite sides of the worm gear for supporting the gear casing on the axle, and a radius rod having its ends-pivotally connected to said motor and said gear casing by relatively fixed pivots.

10. In a car truck, a truck frame, wheeled axles supporting the frame, a driving motor mounted on said frame outside the gauge line of the adjacent wheels, means for driving one of the axles from said motor, said means including a worm gear'keyed to the end of the axle, a worm in mesh with the gear, a gear easing having journals for supporting the worm, bearings on opposite sides of the worm gear for supporting the gear casing on the axle, and an arm connecting the gear casing to the motor.

11. In a car truck, a truck frame, wheeled axles supporting the frame, a driving motor mounted on 'said frame outside the gauge line of,

the adjacent wheels, means for driving one of the axles from'said motor, saiduneans includ-, ing aworm gear keyed to the end of the axle, a worm in mesh with the gear, a gear casing having journals for supporting the worm, bearings on opposite sides of the worm gear for supporting the gear casing on the axle, and an arm connecting the gear casing to a relatively fixed point on the car truck.

12. In a railway car truck, a truck frame, wheeled axles supporting the frame, an internal combustion engine for driving the truck, and means for mounting the engine on one side of the frame outside the gauge line of adjacent wheels, said means comprising a front motor support, a rear motor support, and an arm connecting the upper part of the engine to the truck frame.

13. In a railway car truck, a truck frame, wheeled axles supporting the frame, an internal combustion engine for driving the truck, and means for mounting the engine on one side of the frame outside the gauge line of adjacent wheels, said means comprising a front motor support, a rear motor support, an arm connecting the upper part of the engine to the truck frame, and cushioning means associated with said front and rear motor supports.

14. In a railway car truck, a truck frame,

wheeled axles supporting the frame, an internal wheeled axles spaced apart, a truck frame of "wheeled axles spaced apart, a truck frame of less length than the distance between said axles, cantilever springs, means for attaching said springs to said axles at a point below said axles with the lower portion of said frame below the,

plane of said axles, and a truck bolster carried by the frame.

17; A truck for vehicles comprising two axles spaced apart, a frame of a length less than the distance between said axles, and means for resiliently supporting said frame from said axles, said frame formed of metallic tubes trussed vertically and horizontally.

18. In a truck for railway cars, a hollow axle, wheels mounted on said axle, axle bearings for said axle adjacent to said wheels inwardly thereof, a stub axle non-rotatably connected to the hollow axle and extending into the ends of said axle beyond said bearing, and a worm gear mounted on said stub axle outwardly of the wheel.

19. In a car truck a truck frame, rotating wheeled axles supporting the frame, a driving motor mounted on one side of the frame outside the gauge line of the adjacent wheels, means for driving one of the axles from one end thereof from said motor, and a brake at the opposite end of said last-named axle from said motor for resisting the rotation. of said axle when said brake is operated.

20. A vehicle comprging a pair of wheeled axles, a triangulated truck frame comprising space framework, said framework comprising metaltubes welded together and trussed to re.- sist body weight, driving and braking loads, and means for resiliently supporting said frame from said axles.

21. A car truck comprising a pair of wheeled axles, a truck frame, internal combustion engines mounted outboard on opposite sides of the truck frame, driving means connecting the engines to diagonally opposite ends of the axles, and braking means at one end of each of said axles.

22. A car truck comprising apair of wheeledaxles, a truck frame, driving motors mounted outboard on opposite sides of the truck frame, driving connections between the motors and diagonally opposite ends of the axles, and brakingmeans at one end of each of said axles.

23. A car truck comprising a pair of wheeled axles, a truck frame,'driving motors mounted outboard on opposite sides of the truck frame, driving connections between the motors and diagonally opposite ends of the respective axles, and braking means at the other diagonally opposite-ends of said axles.

24. In a car truck, a truck frame fabricated of metal tubing having intersecting ends welded together and trussed to resist body weight, driving and braking loads, and driving motors mounted outboard on opposite sides of said trussed truck.

25. A car truck comprising a pair of wheeled axles supporting a truck frame,,driving motors mounted outboard on opposite sides of said truck frame, driving connections between said motors and diagonally opposite ends of said axles carried exteriorly of the wheels.

26. A car truck comprising a pair of wheeled axles supporting a truck frame, driving motors mounted outboard on opposite sides of the truck frame, one driving exclusively the adjacent end of one of the axles, and the other driving exclusively the adjacent end of the other axle.

27. A truck for railway cars comprising wheeled axles spaced apart, a truck frame of less length than the distance between said axles mounted on the axles, a truck bolster resiliently supported on the frame, springs for supporting said frame from said axles, and internal combustion engines mounted outboard on opposite sides of the truck.

28. In a railway car truck, a framework consisting of metal tubing having intersecting ends welded together and trussed to resist body weight, driving and braking loads, wheeled axles supporting the framework, an internal combustion engine for driving said truck, and means for mounting the engine on said frame outside of the gauge line 'of adjacent wheels, said means including cantilever arms projecting transversely from the truck frame. I

29. In a railway car truck, a framework consisting of metal tubing having intersecting ends welded together. and trussed to resist body weight,

driving and braking loads, wheeled axles supporting the framework, an internal combustion engine for driving said truck, and means for mounting the engine on said frame outside of the gauge line of adjacent wheels, said means including cantilever arms projecting transversely from the truck frame, and trusswork for preventing the ends of the cantilever arms from moving laterally.

30. A car. truck comprising a truck frame, wheeled axles supporting the truck, internal combustion engines mounted outboard on opposite sides of the truck, each driving exclusively an adjacent end of one of the car axles leaving the central portion of the car truck clear of driving mechanism, and an automatic gear shift mechanism associated witheach engine, thereby leaving the central portion of the car truck clear of con-. trol mechanism for shifting gears.

WIIL'IAMB. s'roo'r. EVAN H. WRIGHT.

DISCLAIMER 2,056,219.W1Illiam B. Stout and Evan H.

Patent dated October 6, 1936. Dis assignee, Pullman-Standard Oar Manufact Hereb enters this disclaimer of claim 20 L ml Gazette February 13, 1940.]

Wright, Detroit, Mich. CAR TRUCK. claime 1'- filed January 16, 1940, by the wing 00.

in said specification. 

